JPH1179030A - Battery storage structure for motorcycle - Google Patents

Battery storage structure for motorcycle

Info

Publication number
JPH1179030A
JPH1179030A JP9268022A JP26802297A JPH1179030A JP H1179030 A JPH1179030 A JP H1179030A JP 9268022 A JP9268022 A JP 9268022A JP 26802297 A JP26802297 A JP 26802297A JP H1179030 A JPH1179030 A JP H1179030A
Authority
JP
Japan
Prior art keywords
main frame
swing arm
motorcycle
motor
control unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP9268022A
Other languages
Japanese (ja)
Other versions
JP3789613B2 (en
Inventor
Mitsuo Nakagawa
光雄 中川
Toru Takeda
亨 竹田
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP26802297A priority Critical patent/JP3789613B2/en
Priority to CN98118893A priority patent/CN1091046C/en
Priority to US09/149,569 priority patent/US6176338B1/en
Priority to IT1998TO000764A priority patent/IT1304977B1/en
Priority to FR9811341A priority patent/FR2768559B1/en
Publication of JPH1179030A publication Critical patent/JPH1179030A/en
Application granted granted Critical
Publication of JP3789613B2 publication Critical patent/JP3789613B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/64—Constructional details of batteries specially adapted for electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/66—Arrangements of batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/20—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders
    • H01M50/204—Racks, modules or packs for multiple batteries or multiple cells
    • H01M50/207—Racks, modules or packs for multiple batteries or multiple cells characterised by their shape
    • H01M50/209—Racks, modules or packs for multiple batteries or multiple cells characterised by their shape adapted for prismatic or rectangular cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/20—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders
    • H01M50/249—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders specially adapted for aircraft or vehicles, e.g. cars or trains
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/20—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders
    • H01M50/271—Lids or covers for the racks or secondary casings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/12—Motorcycles, Trikes; Quads; Scooters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Transportation (AREA)
  • Sustainable Energy (AREA)
  • General Chemical & Material Sciences (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Electrochemistry (AREA)
  • Power Engineering (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Battery Mounting, Suspending (AREA)
  • Arrangements For Transmission Of Measured Signals (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

PROBLEM TO BE SOLVED: To reduce the weight of a motorcycle and the number of its component parts and improve the rigidity of its main frame, by designing an associated control unit to serve also as a bottom plate for a left and right pair of frames and to hold batteries thereon for an unnecessary separate battery-holding frame or member. SOLUTION: A motorcycle main frame to be mounted with a power unit including a motor as the driving source includes a left and right pair of frames 2c extending downward from the head pipe and then substantially parallel to the ground. The frames 2c are fixedly mounted between their lower portions with a storage case 61 for a control unit for driving the motor, on which control unit batteries Ba for feeding the motor are mounted.

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【０００１】[0001]

【発明の属する技術分野】本発明は自動二輪車のバッテ
リ収納構造に関する。The present invention relates to a battery storage structure for a motorcycle.

【０００２】[0002]

【従来の技術】自動二輪車のバッテリ収納構造は、例え
ば、特開平８−１７５４７７号公報「自動二輪車等のエ
ンジンとモータの動力切換装置」の公報の図１に示すよ
うに、車体フレーム２（符号は公報に記載されたものを
引用した。以下同じ。）の踏板３８の下方にバッテリー
６を収納したものである。2. Description of the Related Art As shown in FIG. 1 of Japanese Unexamined Patent Application Publication No. 8-175777, entitled "Power Switching Device for Engine and Motor of Motorcycle, etc." Is the one described in the official gazette. The same applies to the following.) The battery 6 is housed below the tread plate 38.

【０００３】[0003]

【発明が解決しようとする課題】前記車体フレーム２に
は、重量物であるバッテリー６の全荷重がかかるので、
車体フレーム２は剛性の高いものとしなければならな
い。剛性を高めれば、車体フレームの重量が嵩む。Since the full load of the heavy battery 6 is applied to the vehicle body frame 2,
The body frame 2 must have high rigidity. Increasing the rigidity increases the weight of the body frame.

【０００４】[0004]

【課題を解決するための手段】そこで本発明者は、車体
フレームの軽量化を目的としてバッテリ収納構造を見直
し、このバッテリ収納構造の一部を他の部材で代替する
ことで、車体フレームの剛性を維持しつつ軽量化するこ
とに成功した。具体的には、モータを駆動源とするパワ
ーユニットを車体フレームに連結し、また、ヘッドパイ
プより下方に延在しその後に地面と略平行に左右一対の
フレームを備える車体フレームであって、左右一対のフ
レーム間の下部にモータを駆動する制御ユニットを左右
一対のフレーム間に渡って固着するとともに、制御ユニ
ットの上部にモータに電力を供給するバッテリを搭載し
たことを特徴とする。Accordingly, the present inventor has reviewed the battery housing structure for the purpose of reducing the weight of the vehicle body frame, and has replaced the part of the battery housing structure with another member, thereby improving the rigidity of the vehicle body frame. And succeeded in reducing the weight. Specifically, a power unit having a motor as a drive source is connected to a body frame, and a body frame including a pair of left and right frames extending below the head pipe and substantially parallel to the ground thereafter, and comprising a pair of left and right frames. A control unit for driving the motor is fixed between a pair of left and right frames at a lower portion between the frames, and a battery for supplying electric power to the motor is mounted at an upper portion of the control unit.

【０００５】制御ユニットは、左右一対のフレームの底
板を兼ねるとともに、バッテリを載せることができる。
従って、バッテリを搭載する別なフレーム又は部材が必
要なくなり、車体の軽量化、部品点数の削減となる。ま
た、制御ユニットは、メインフレームの底を塞ぐこと
で、メインフレームの剛性を高めている。さらに制御ユ
ニットは、メインフレームの下方に剥き出しになり、走
行風で効果的に冷却されるため、発熱を放散する。The control unit doubles as a bottom plate of a pair of left and right frames and can carry a battery.
Therefore, another frame or member on which the battery is mounted is not required, and the weight of the vehicle body is reduced and the number of parts is reduced. The control unit increases the rigidity of the main frame by closing the bottom of the main frame. Further, the control unit is exposed below the main frame and is effectively cooled by the traveling wind, thereby dissipating heat.

【０００６】[0006]

【発明の実施の形態】本発明の実施の形態を添付図面に
基づいて以下に説明する。なお、「前」、「後」、
「左」、「右」、「上」、「下」は運転者から見た方向
に従い、Ｆｒは前側、Ｒｒは後側、Ｌは左側、Ｒは右側
を示す。また、図面は符号の向きに見るものとする。図
１は本発明に係る自動二輪車の側面図である。自動二輪
車１は、中央下部にバッテリ収納箱を兼ねた枠体からな
るメインフレーム２を配置し、このメインフレーム２の
前部に、前輪３を懸架するスイングアーム形式のフロン
トサスペンション系４と、このフロントサスペンション
系４とは別のステアリング系５とを取付け、さらに、メ
インフレーム２の後部に、パワーユニット６と後輪７を
懸架するリヤサスペンション系８とを取付けたものであ
る。パワーユニット６は、エンジン６ａ並びにモータ
（伝動モータ）６ｂを駆動源とするものである。本発明
の前輪３及び後輪７は、特に大径（１４〜２０インチ）
のホイールを採用している。Embodiments of the present invention will be described below with reference to the accompanying drawings. Note that "before", "after",
“Left”, “right”, “up”, and “down” follow the direction viewed from the driver, and Fr indicates the front side, Rr indicates the rear side, L indicates the left side, and R indicates the right side. Also, the drawings should be viewed in the direction of reference numerals. FIG. 1 is a side view of a motorcycle according to the present invention. The motorcycle 1 has a main frame 2 composed of a frame serving also as a battery storage box arranged at the lower center and a front suspension system 4 of a swing arm type for suspending a front wheel 3 at the front of the main frame 2. A steering system 5 different from the front suspension system 4 is attached, and a power unit 6 and a rear suspension system 8 for suspending rear wheels 7 are attached to the rear of the main frame 2. The power unit 6 uses an engine 6a and a motor (transmission motor) 6b as driving sources. The front wheel 3 and the rear wheel 7 of the present invention have a particularly large diameter (14 to 20 inches).
Wheel is adopted.

【０００７】自動二輪車１は、さらに図面上後輪７の奥
にエアクリーナ１１、排気管１２、マフラー１３、テー
ルパイプ１４を配置し、車体を前から後にフロントフェ
ンダ１５、フロントカバー１６、フロントハンドルカバ
ー１７、センタカウル１８、リヤカウル１９、リヤフェ
ンダ２１で囲ったものである。なお、２２はレッグシー
ルド、２３はホーン、２４はフロントランプ、２５はハ
ンドルバー、２５ａはグリップ、２６はシート、２７は
ヘルメットボックス、２７Ａはヘルメット、２８はテー
ルランプ、７１は導風ダクト、７２はラジエータ、７３
はファンである。In the motorcycle 1, an air cleaner 11, an exhaust pipe 12, a muffler 13, and a tail pipe 14 are further disposed behind the rear wheel 7 in the drawing, and the vehicle body is moved from front to rear by a front fender 15, a front cover 16, and a front handle cover. 17, a center cowl 18, a rear cowl 19, and a rear fender 21. In addition, 22 is a leg shield, 23 is a horn, 24 is a front lamp, 25 is a handlebar, 25a is a grip, 26 is a seat, 27 is a helmet box, 27A is a helmet, 28 is a tail lamp, 71 is a wind guide duct, and 72 is a wind guide duct. Radiator, 73
Is a fan.

【０００８】図２は本発明に係るメインフレーム廻りの
側面図である。パワーユニット６とリヤサスペンション
系８について説明すると、メインフレーム２の後部上部
に、後ピボット軸３１を介してパワーユニット６をスイ
ング可能に取付け、このパワーユニット６に後輪７を取
付け、さらにはメインフレーム２の後部上部に、図１の
シート２７及びヘルメットボックス２８を取付けるため
のシートレール３２を取付け、このシートレール３２に
図面上で後輪７の手前にリヤクッション３３を取付けた
ものである。自動二輪車１の前部下方に配置したメイン
フレーム２と、メインフレーム２の後部上部のシートレ
ール３２と、メインフレーム２の前部上部のヘッドパイ
プポスト５１との組合せ構造は、車体フレーム５７を構
成したものである。FIG. 2 is a side view around the main frame according to the present invention. The power unit 6 and the rear suspension system 8 will be described. The power unit 6 is swingably mounted on a rear upper portion of the main frame 2 via a rear pivot shaft 31, and the rear wheel 7 is mounted on the power unit 6. A seat rail 32 for mounting the seat 27 and the helmet box 28 in FIG. 1 is mounted on the upper rear portion, and a rear cushion 33 is mounted on the seat rail 32 in front of the rear wheel 7 in the drawing. The combination structure of the main frame 2 disposed below the front of the motorcycle 1, the seat rail 32 at the upper rear of the main frame 2, and the head pipe post 51 at the upper front of the main frame 2 constitutes a body frame 57. It was done.

【０００９】図３は本発明に係るメインフレーム、フロ
ント・リヤサスペンション系及びステアリング系の平面
図であり、メインフレーム２の前部から前方へ、後述す
るフロントサスペンション系４の前スイングアーム４２
を延出し、この前スイングアーム４２で前輪３を片持ち
支持し、一方、メインフレーム２の後部から後方へパワ
ーユニット６を延出し、このパワーユニット６で後輪７
を片持ち支持したことを示す。前スイングアーム４２を
車体中心Ｃから一側（右側）へオフセットさせ、パワー
ユニット６を車体中心Ｃから他側（左側）へオフセット
させたので、自動二輪車１は左右の重量バランスが良
い。FIG. 3 is a plan view of the main frame, front / rear suspension system, and steering system according to the present invention. The front swing arm 42 of the front suspension system 4 to be described later moves forward from the front of the main frame 2.
The front wheel 3 is cantilevered by the front swing arm 42, while the power unit 6 is extended rearward from the rear of the main frame 2, and the rear wheel 7 is
Indicates that the cantilever was supported. Since the front swing arm 42 is offset from the vehicle center C to one side (right side) and the power unit 6 is offset from the vehicle center C to the other side (left side), the motorcycle 1 has a good right and left weight balance.

【００１０】図４は本発明に係るメインフレーム、フロ
ントサスペンション系及びステアリング系の側面図であ
る。フロントサスペンション系４は、メインフレーム２
の前部下部から前ピボット軸４１を介して側面視略逆Ｕ
字状の前スイングアーム４２を延出し、この前スイング
アーム４２に前輪３を回転自在に取付けたものである。
具体的には、前スイングアーム４２の先端に、前輪３に
取付けたナックル４３を左右回転可能に取付けたもので
ある。FIG. 4 is a side view of the main frame, front suspension system and steering system according to the present invention. The front suspension system 4 is the main frame 2
From the lower front part through the front pivot shaft 41,
A front swing arm 42 having a character shape is extended, and the front wheel 3 is rotatably attached to the front swing arm 42.
Specifically, a knuckle 43 attached to the front wheel 3 is attached to the tip of the front swing arm 42 so as to be rotatable left and right.

【００１１】また、フロントサスペンション系４は、前
スイングアーム４２のスイング方向の衝撃（路面からの
衝撃）を緩和する緩衝部材４４と、前スイングアーム４
２のスイング方向の振動の振幅を軽減するフロントダン
パー４５とを分離したものである。詳しくは、前スイン
グアーム４２のスイング方向の衝撃を緩和する樹脂スプ
リング（緩衝部材）４４を、メインフレーム２と前スイ
ングアーム４２との間に介在させるとともに、フロント
ダンパー４５をメインフレーム２と前スイングアーム４
２との間に取付けた構成である。The front suspension system 4 includes a cushioning member 44 for reducing the impact of the front swing arm 42 in the swing direction (impact from the road surface), and a front swing arm 4.
2 and a front damper 45 for reducing the amplitude of vibration in the swing direction. Specifically, a resin spring (buffer member) 44 for reducing the impact of the front swing arm 42 in the swing direction is interposed between the main frame 2 and the front swing arm 42, and the front damper 45 is connected to the main frame 2 and the front swing. Arm 4
This is a configuration attached between the two.

【００１２】具体的には、フロントダンパー４５の取付
け構造は、フロントダンパー４５の一端部を、後述する
ヘッドパイプポスト５１の基部の右側部（図の裏側）に
ピボット軸４６で支持し、フロントダンパー４５の他端
部を、前スイングアーム４２の頂部の左側部にピボット
軸４７で支持したものである。なお、フロントダンパー
４５の一端部は、メインフレーム２に直接に取付けても
よい。More specifically, the mounting structure of the front damper 45 is such that one end of the front damper 45 is supported by a pivot shaft 46 on the right side (rear side in the drawing) of the base of the head pipe post 51 described later. The other end of 45 is supported by a pivot shaft 47 on the left side of the top of the front swing arm 42. Note that one end of the front damper 45 may be directly attached to the main frame 2.

【００１３】ステアリング系５は、メインフレーム２の
前部上部からヘッドパイプポスト５１を斜め上に延ば
し、このヘッドパイプポスト５１の先端にヘッドパイプ
５２を固定し、このヘッドパイプ５２にハンドルポスト
５３を回転可能に取付け、このハンドルポスト５３の下
端にステアリングアーム５４を取付け、このステアリン
グアーム５４の先端（下端）をリンク機構５５を介して
ナックル４３に連結したものである。The steering system 5 has a head pipe post 51 extending obliquely upward from the front upper portion of the main frame 2, a head pipe 52 fixed to the tip of the head pipe post 51, and a handle post 53 attached to the head pipe 52. The steering arm 54 is attached to the lower end of the handle post 53 so as to be rotatable, and the tip (lower end) of the steering arm 54 is connected to the knuckle 43 via a link mechanism 55.

【００１４】リンク機構５５は、ステアリングアーム５
４の先端に連結した第１リンク５５ａとナックル４３に
連結した第２リンク５５ｂとの組合せからなり、しか
も、比較的大径である前輪３のホイール内に配置したも
のである。リンク機構５５を前輪３のホイール内に配置
したので、スペースの有効活用を図ることができる。そ
して、ヘッドパイプ５２の下方且つ後方のスペースを十
分に確保できるので、自動二輪車１の設計の自由度は高
まる。また、自動二輪車１から乗員用ステップ８３を外
して、低床式足載せ板（ステップフロア）に足をそろえ
て載せるスクータ型自動二輪車とした場合には、運転者
の足廻りのスペースを十分に確保することができる。The link mechanism 55 includes the steering arm 5
4 and a second link 55b connected to the knuckle 43. The first link 55a is connected to the front end of the front wheel 3 having a relatively large diameter. Since the link mechanism 55 is arranged in the front wheel 3, the space can be effectively used. Since a sufficient space below and behind the head pipe 52 can be ensured, the degree of freedom in designing the motorcycle 1 is increased. Further, when the step 83 for the occupant is removed from the motorcycle 1 and a scooter-type motorcycle is placed on the low-floor type footrest (step floor) with the feet aligned, sufficient space around the driver's foot is sufficient. Can be secured.

【００１５】なお、３５はフロントブレーキディスクで
ある。３６のキャリパはナックル４３に取付けたもので
ある。３７は後ピボット軸３１（図２参照）を支持する
軸受である。メインフレーム２の後部下部にはメインス
タンド８１、乗員ステップ８３、サイドスタンド８４を
取付けたものである。Reference numeral 35 denotes a front brake disk. The caliper 36 is attached to the knuckle 43. A bearing 37 supports the rear pivot shaft 31 (see FIG. 2). A main stand 81, an occupant step 83, and a side stand 84 are attached to a lower rear portion of the main frame 2.

【００１６】図５は本発明に係るメインフレーム、フロ
ントサスペンション系及びステアリング系の平面図であ
り、リンク機構５５を展開して示したものである。この
図は、前スイングアーム４２が、メインフレーム２の前
部右部から前ピボット軸４１を介して、前輪３を迂回す
るように右へ湾曲しつつ前方へ延び、一方、ステアリン
グアーム５４が、車体中心（車体中心線）Ｃにあるハン
ドルポスト５３の下端から、前輪３を迂回するように右
へ湾曲しつつ前方へ延びたことを示す。FIG. 5 is a plan view of the main frame, front suspension system, and steering system according to the present invention, in which the link mechanism 55 is shown in an expanded manner. In this drawing, the front swing arm 42 extends forward from the right front portion of the main frame 2 via the front pivot shaft 41 while bending rightward so as to bypass the front wheel 3, while the steering arm 54 is It shows that it extends forward from the lower end of the handle post 53 at the vehicle body center (vehicle center line) C while bending rightward so as to bypass the front wheel 3.

【００１７】また、この図は、ヘッドパイプポスト５１
の中心を車体中心Ｃから一側（左側）へ寸法Ｌだけオフ
セットさせ、車体中心Ｃから他側（右側）に且つヘッド
パイプポスト５１に隣接させてフロントダンパー（ダン
パー）４５を配置し、このフロントダンパー４５を車体
中心Ｃと平行に延出させたことを示す。このため、フロ
ントダンパー４５を極力車体中心Ｃの近くに配置するこ
とができるので、フロントダンパー４５に作用する曲げ
モーメントを極力抑えることができる。従って、フロン
トダンパー４５の強度を小さくすることができるので、
フロントダンパー４５をコンパクト（小型）に構成する
ことができ、スペース的に制約の多いフロント廻りのス
イングアーム機構に好適な機構とすることができる。樹
脂スプリング４４は、車体中心Ｃに配置したものであ
る。３６ａはピストン、３６ｂはブレーキパッドであ
る。FIG. 3 shows a head pipe post 51.
Is offset from the center C of the vehicle body to one side (left side) by a dimension L, and a front damper (damper) 45 is arranged on the other side (right side) from the center C of the vehicle body and adjacent to the head pipe post 51. This shows that the damper 45 is extended in parallel with the center C of the vehicle body. For this reason, since the front damper 45 can be arranged as close as possible to the vehicle body center C, the bending moment acting on the front damper 45 can be suppressed as much as possible. Therefore, since the strength of the front damper 45 can be reduced,
The front damper 45 can be made compact (small), and can be a mechanism suitable for a swing arm mechanism around the front where there are many restrictions on space. The resin spring 44 is disposed at the center C of the vehicle body. 36a is a piston and 36b is a brake pad.

【００１８】図６は本発明に係るメインフレーム及びヘ
ッドパイプポストの分解側面図である。一般に、ステア
リングのキャスタ角は車種毎に若干変わる。このため、
ヘッドパイプを一体に形成した車体フレームでは、キャ
スタ角を変更する都度、車体フレームも新規なものにな
らざるを得ない。FIG. 6 is an exploded side view of the main frame and the head pipe post according to the present invention. Generally, the caster angle of the steering slightly changes for each vehicle type. For this reason,
In the case of a body frame integrally formed with a head pipe, every time the caster angle is changed, the body frame is inevitably new.

【００１９】本実施の形態においては、メインフレーム
２とヘッドパイプポスト５１とを分離する形式にした。
具体的には、メインフレーム２は汎用性を高めるために
バッテリ収納箱を兼ねた枠体構造とし、しかも、剛性を
高めるためにアルミニウム合金の鋳造品としたものであ
る。そして、メインフレーム２にヘッドパイプポスト５
１をボルトＢ１…（…は複数を示す。以下同じ。）にて
取付ける構成にした。In this embodiment, the main frame 2 and the head pipe post 51 are separated from each other.
Specifically, the main frame 2 has a frame structure also serving as a battery storage box for enhancing versatility, and is made of an aluminum alloy casting to increase rigidity. Then, a head pipe post 5 is attached to the main frame 2.
1 is attached by bolts B1 (... indicates a plurality, the same applies hereinafter).

【００２０】このような構造を採用したことにより、車
種が変わっても、メインフレーム２を共用化し、ヘッド
パイプポスト５１だけを交換すればよく、設計の自由度
が高まる。さらに、図４に示すように、スイングアーム
形式のフロントサスペンション系４を採用し、前輪３か
らの大荷重を前スイングアーム４２並びに前ピボット軸
４１を介して高剛性のメインフレーム２で受けるように
したので、大荷重をメインフレーム２で確実に且つ有効
に受けることができる。このため、ヘッドパイプポスト
５１に大きな荷重は作用しない。また、自動二輪車１か
ら乗員用ステップ８３を外して、低床式足載せ板（ステ
ップフロア）に足をそろえて載せるスクータ型自動二輪
車とした場合であっても、前輪３からの大荷重を前ピボ
ット軸４１を介して、高剛性のメインフレーム２で受け
ることができる。By adopting such a structure, even if the type of vehicle changes, the main frame 2 can be shared and only the head pipe post 51 needs to be replaced, which increases the degree of freedom in design. Further, as shown in FIG. 4, a swing arm type front suspension system 4 is adopted so that a large load from the front wheel 3 is received by the highly rigid main frame 2 via the front swing arm 42 and the front pivot shaft 41. Therefore, a large load can be reliably and effectively received by the main frame 2. Therefore, a large load does not act on the head pipe post 51. Further, even when the occupant step 83 is removed from the motorcycle 1 and the scooter-type motorcycle is mounted on the low-floor type footrest (step floor) with the feet aligned, the large load from the front wheel 3 can be reduced. It can be received by the highly rigid main frame 2 via the pivot shaft 41.

【００２１】図７（ａ），（ｂ）は本発明に係る樹脂ス
プリングの取付構造図であり、（ａ）は側面から見た断
面構造を示し、（ｂ）は平面構造を示す。樹脂スプリン
グ４４は、ばね作用をなすように弾性を有した樹脂製ブ
ロックであり、左右方向（図の表裏方向）に貫通した２
つの孔（取付孔４４ａ並びにばね力設定用孔４４ｂ）を
有する。この樹脂スプリング４４は、前ピボット軸４１
から上に所定寸法Ｈだけ離れた位置に且つメインフレー
ム２の前部に取付けたものである。詳しくは、樹脂スプ
リング４４の取付構造は、樹脂スプリング４４の取付孔
４４ａに取付板４８を挿通し、この取付板４８をメイン
フレーム２の前部に取付け、一方、樹脂スプリング４４
の前後を、前スイングアーム４２の背面と、前スイング
アーム４２の背面に取付けた挟持板４９とで、挟み込ん
だものである。FIGS. 7A and 7B are mounting structure diagrams of the resin spring according to the present invention, wherein FIG. 7A shows a cross-sectional structure viewed from the side, and FIG. 7B shows a planar structure. The resin spring 44 is a resin block having elasticity so as to perform a spring action, and penetrates in the left-right direction (the front and back direction in the figure).
It has two holes (the mounting hole 44a and the spring force setting hole 44b). This resin spring 44 is connected to the front pivot shaft 41.
It is attached at a position separated by a predetermined dimension H from the front and at the front of the main frame 2. More specifically, the mounting structure of the resin spring 44 is such that a mounting plate 48 is inserted into a mounting hole 44 a of the resin spring 44, and the mounting plate 48 is mounted on a front portion of the main frame 2.
Is sandwiched between the back of the front swing arm 42 and the holding plate 49 attached to the back of the front swing arm 42.

【００２２】図８は本発明に係るメインフレーム及びヘ
ッドパイプポストの正面図であり、フロントダンパー４
５の一端部を、ヘッドパイプポスト５１の基部の右側部
にピボット軸４６で支持した構造を示す。２ａ，２ａは
前ピボット軸４１を支持する軸受、２ｂ，２ｂは樹脂ス
プリング用取付板４８の取付部である。FIG. 8 is a front view of the main frame and the head pipe post according to the present invention.
5 shows a structure in which one end of the base 5 is supported by a pivot shaft 46 on the right side of the base of the head pipe post 51. Reference numerals 2a and 2a denote bearings for supporting the front pivot shaft 41, and reference numerals 2b and 2b denote mounting portions of a mounting plate 48 for a resin spring.

【００２３】図９は本発明に係るメインフレーム、フロ
ントサスペンション系及びステアリング系の分解斜視図
である。この図は、上記フロントサスペンション系４及
びステアリング系５の構成を、さらに詳しく説明したも
のであり、メインフレーム２の左右の軸受２ａ，２ａに
前ピボット軸４１にて前スイングアーム４２の支持パイ
プ４２ａを取付け、前スイングアーム４２のプレート部
４２ｂに形成した連結部４２ｃ，４２ｃに挟持板４９を
上下２つのボルトＢ２，Ｂ２で連結し、プレート部４２
ｂの背面と挟持板４９とで樹脂スプリング４４を挟み込
み、この樹脂スプリング４４の取付孔４４ａに取付板４
８を挿通し、この取付板４８の左右両端部をメインフレ
ーム２の取付部２ｂ，２ｂにボルトＢ３，Ｂ３で取付
け、さらには、メインフレーム２の前部上部にヘッドパ
イプポスト５１をボルトＢ１…にて取付け、ヘッドパイ
プポスト５１の基部にフロントダンパー４５の一端部ピ
ボット軸４６で支持し、前スイングアーム４２の頂部に
フロントダンパー４５の他端部をピボット軸４７で支持
し、一方、ヘッドパイプポスト５１の先端にヘッドパイ
プ５２を設け、このヘッドパイプ５２にハンドルポスト
５３を回転可能に取付け、このハンドルポスト５３の下
端にステアリングアーム５４を取付け、このステアリン
グアーム５４の先端にリンク機構５５を連結したことを
示す。前スイングアーム４２は、先端にナックル４３の
ステム軸４３ａ（図４参照）を左右回転可能に取付ける
ためのステム受４２ｄを設けたものである。FIG. 9 is an exploded perspective view of the main frame, front suspension system and steering system according to the present invention. This figure illustrates the structure of the front suspension system 4 and the steering system 5 in more detail. The support pipe 42a of the front swing arm 42 is mounted on the left and right bearings 2a, 2a of the main frame 2 by the front pivot shaft 41. And the holding plate 49 is connected to the connecting portions 42c and 42c formed on the plate portion 42b of the front swing arm 42 by two upper and lower bolts B2 and B2.
b, the resin spring 44 is sandwiched between the holding plate 49 and the holding plate 49, and the mounting plate 4 is inserted into the mounting hole 44 a of the resin spring 44.
8 and the left and right ends of the mounting plate 48 are mounted on the mounting portions 2b, 2b of the main frame 2 with bolts B3, B3. Further, a head pipe post 51 is mounted on the front upper portion of the main frame 2 with bolts B1,. At the base of the head pipe post 51, one end of a front damper 45 is supported by a pivot shaft 46, and at the top of the front swing arm 42, the other end of the front damper 45 is supported by a pivot shaft 47. A head pipe 52 is provided at the tip of the post 51, a handle post 53 is rotatably attached to the head pipe 52, a steering arm 54 is attached to a lower end of the handle post 53, and a link mechanism 55 is connected to the tip of the steering arm 54. Indicates that you have done. The front swing arm 42 is provided with a stem receiver 42d for attaching a stem shaft 43a (see FIG. 4) of the knuckle 43 to the end so as to be rotatable left and right.

【００２４】図１０は本発明に係るバッテリ収納状態の
メインフレームの平面図であり、メインフレーム２に複
数のバッテリＢａ…を収納したことを示す。すなわち、
車体フレーム５７の前部下方に複数のバッテリＢａ…を
備えた。詳しくは、メインフレーム２は、車体両側の前
後方向に左右のサイドメンバ２ｃ，２ｃを延在し、これ
ら左右のサイドメンバ２ｃ，２ｃの前端部同士を前部ク
ロスメンバ２ｄで接合し、さらに、左右のサイドメンバ
２ｃ，２ｃの後端部同士を背面視門形状の後部クロスメ
ンバ２ｅで接合したものである。FIG. 10 is a plan view of the main frame in the battery storage state according to the present invention, and shows that a plurality of batteries Ba are stored in the main frame 2. That is,
A plurality of batteries Ba are provided below the front part of the body frame 57. Specifically, the main frame 2 extends left and right side members 2c, 2c in the front-rear direction on both sides of the vehicle body, and joins the front ends of the left and right side members 2c, 2c with a front cross member 2d. The rear ends of the left and right side members 2c, 2c are joined to each other by a rear cross member 2e in the shape of a rear gate.

【００２５】このため、メインフレーム２は前部を除き
中央の底が抜けた形状であり、このメインフレーム２に
底板を兼ねた収納ケース６１を取付け、この底板に５つ
のバッテリＢａ…の大部分を載せるようにしたものであ
る。複数のバッテリＢａ…は、図１のモータ６ｂに電力
を供給するものであって、左右のサイドメンバ２ｃ，２
ｃ間に３列に且つ前後方向に２列に、千鳥に並べて搭載
したものである。従って、メインフレーム２は広幅であ
る。For this reason, the main frame 2 has a shape in which the bottom at the center is removed except for the front part. A storage case 61 also serving as a bottom plate is attached to the main frame 2, and most of the five batteries Ba. Is to be placed. The plurality of batteries Ba supply electric power to the motor 6b in FIG. 1, and include left and right side members 2c, 2c.
It is mounted in a zigzag manner in three rows between the points c and two rows in the front-rear direction. Therefore, the main frame 2 is wide.

【００２６】図１１は本発明に係るバッテリ収納状態の
メインフレームの側面断面図であり、門形状の後部クロ
スメンバ２ｅが複数のバッテリＢａ…の上方を跨ぐよう
に形成したことを示す。FIG. 11 is a side sectional view of the main frame in the battery storage state according to the present invention, and shows that the rear cross member 2e having a gate shape is formed so as to extend over a plurality of batteries Ba.

【００２７】図１２は図１１の１２−１２線断面図であ
り、底が抜けた形状のメインフレーム２を収納ケース６
１で塞いだことを示す。収納ケース６１は、モータ６ｂ
（図１参照）を駆動並びに制御する電子回路等からなる
ユニット（図示せず）を収納するための軽合金製ケース
であり、ケース本体６２とこのケース本体６２の上部を
塞ぐリッド６３とからなる。この収納ケース６１はメイ
ンフレーム２の開口に下方から挿入し、フランジ６２ａ
…をメインフレーム２の下面にボルトＢ４…で取付けた
ものである。以下、収納ケース６１と、この収納ケース
６１に収納した上記ユニットとの組合せ構造を、「制御
ユニット」と言う。上述のように、車体フレーム５７
は、ヘッドパイプ５２より下方に延在しその後に地面と
略平行に左右一対のサイドメンバ（フレーム）２ｃ，２
ｃを備える部材である。本発明は、左右のサイドメンバ
２ｃ，２ｃ間の下部に、且つ、左右のサイドメンバ２
ｃ，２ｃ間に渡って制御ユニットを固着するとともに、
この制御ユニットの上部に複数のバッテリＢａ…を搭載
したことを特徴とする。FIG. 12 is a sectional view taken along line 12-12 of FIG.
1 indicates that it is closed. The storage case 61 includes the motor 6b.
A case made of a light alloy for accommodating a unit (not shown) including an electronic circuit or the like for driving and controlling (see FIG. 1), and includes a case body 62 and a lid 63 for closing an upper portion of the case body 62. . The storage case 61 is inserted into the opening of the main frame 2 from below, and the flange 62 a
Are attached to the lower surface of the main frame 2 with bolts B4. Hereinafter, a combination structure of the storage case 61 and the above-described units stored in the storage case 61 is referred to as a “control unit”. As described above, the body frame 57
Extend downward from the head pipe 52, and thereafter, a pair of left and right side members (frames) 2c, 2 substantially parallel to the ground.
c. In the present invention, the left and right side members 2c are provided at a lower portion between the left and right side members 2c.
While fixing the control unit between c and 2c,
A plurality of batteries Ba are mounted on the upper part of the control unit.

【００２８】さらに、収納ケース６１の上には、複数の
バッテリＢａ…間を仕切る樹脂製仕切り板６４をメイン
フレーム２の上方から重ね、メインフレーム２の上面に
仕切り板６４をボルトＢ５…で取付けたものである。な
お、仕切り板６４の有無は任意である。一方、複数のバ
ッテリＢａ…にはバッテリカバー６５を被せ、バッテリ
カバー６５のフランジ６５ａをメインフレーム２の上面
にボルトＢ５…で取付けたものである。Further, on the storage case 61, a resin partition plate 64 for partitioning between a plurality of batteries Ba is stacked from above the main frame 2, and the partition plate 64 is mounted on the upper surface of the main frame 2 with bolts B5. It is a thing. The presence or absence of the partition plate 64 is optional. On the other hand, a plurality of batteries Ba are covered with a battery cover 65, and a flange 65a of the battery cover 65 is mounted on the upper surface of the main frame 2 with bolts B5.

【００２９】上述の通り、メインフレーム２の底板を兼
ねた収納ケース６１に、バッテリＢａ…の大部分を載せ
るようにしたので、バッテリＢａ…を受けるトレイ等の
部材が不要であり、部品数の削減を図ることができる。
また、メインフレーム２の底を収納ケース６１で塞ぐの
で、メインフレーム２の剛性は高まる。さらに、収納ケ
ース６１がメインフレーム２の下方に剥き出しになるの
で、ユニットからの放熱性は高まる。しかも、収納ケー
ス６１の下面に放熱フィン６２ｂ…を形成したので、放
熱性は一層高まる。そして、収納ケース６１を熱伝導性
の良好な軽合金製ケースとしたので、バッテリＢａ…の
発熱も容易に放散することができる。As described above, most of the batteries Ba... Are placed in the storage case 61 which also serves as the bottom plate of the main frame 2, so that a member such as a tray for receiving the batteries Ba. Reduction can be achieved.
Further, since the bottom of the main frame 2 is closed by the storage case 61, the rigidity of the main frame 2 is increased. Further, since the storage case 61 is exposed below the main frame 2, the heat radiation from the unit is enhanced. Moreover, since the heat radiation fins 62b are formed on the lower surface of the storage case 61, the heat radiation is further improved. Since the storage case 61 is a light alloy case having good thermal conductivity, the heat generated by the batteries Ba can be easily dissipated.

【００３０】次に、前スイングアーム４２を側面視略逆
Ｕ字状にしたことの理由を、図１３に基づき説明する。
図１３（ａ）〜（ｃ）は前スイングアームと前輪との関
係を示す説明図である。（ａ）において、実線で示す部
材は本発明の実施の形態で採用した前スイングアーム４
２であり、想像線にて示す部材は比較例の前スイングア
ームＦａである。前スイングアーム４２を側面視略逆Ｕ
字状にしたので、前スイングアーム４２と前輪３の外周
縁とは、前輪中心Ｏに接近した点Ｐ１の位置でオーバー
ラップする。これに対し、比較例の前スイングアームＦ
ａは、前輪３の中心高さで水平に延びるアームであり、
前スイングアームＦａと前輪３の外周縁とは、前輪中心
Ｏから最も離れた点Ｐ２の位置でオーバーラップする。Next, the reason why the front swing arm 42 has a substantially inverted U-shape in side view will be described with reference to FIG.
FIGS. 13A to 13C are explanatory diagrams showing the relationship between the front swing arm and the front wheels. In (a), a member shown by a solid line is a front swing arm 4 employed in the embodiment of the present invention.
2, and the member indicated by the imaginary line is the front swing arm Fa of the comparative example. The front swing arm 42 is substantially inverted U in side view.
The front swing arm 42 and the outer peripheral edge of the front wheel 3 overlap at the position of the point P1 approaching the center O of the front wheel. On the other hand, the front swing arm F of the comparative example
a is an arm extending horizontally at the center height of the front wheel 3,
The front swing arm Fa and the outer peripheral edge of the front wheel 3 overlap at a point P2 farthest from the front wheel center O.

【００３１】（ｃ）は比較例の前スイングアームＦａと
前輪３との関係を示す平面図であり、前輪３を転舵角θ
だけ操向した場合、車体中心Ｃから前輪３の外縁までの
傾き距離はＳ２である。比較例の前スイングアームＦａ
は、前輪３に当らないように、大きい傾き距離Ｓ２だけ
迂回させる必要がある。このため、車幅方向への前スイ
ングアームＦａの突出量は大きい。FIG. 3C is a plan view showing the relationship between the front swing arm Fa and the front wheel 3 of the comparative example, and the front wheel 3 is steered by a steering angle θ.
When only the steering is performed, the inclination distance from the vehicle body center C to the outer edge of the front wheel 3 is S2. Front swing arm Fa of comparative example
Needs to be detoured by a large inclination distance S2 so as not to hit the front wheel 3. For this reason, the protrusion amount of the front swing arm Fa in the vehicle width direction is large.

【００３２】（ｂ）は本発明の実施の形態で採用した前
スイングアーム４２と前輪３との関係を示す平面図であ
り、前スイングアーム４２と前輪３の外周縁とは、点Ｐ
１の位置でオーバーラップするので、前輪３を転舵角θ
だけ操向した場合、車体中心Ｃから前輪３の外端縁まで
の傾き距離はＳ１であって、上記比較例の傾き距離Ｓ２
よりも小さい。このため、前スイングアーム４２は前輪
３に当らないように、小さい傾き距離Ｓ１だけ迂回させ
ればよく、車幅方向への突出量は小さくてすむ。前スイ
ングアーム４２の突出量が小さいので、自動二輪車は小
型になる。すなわち、側面視略逆Ｕ字状の前スイングア
ーム４２と前輪３の外周縁とは、前輪中心Ｏより高い位
置（点Ｐ１の位置）でオーバーラップする。このオーバ
ーラップする位置での、転舵した前輪３の振れ幅は、前
輪中心Ｏの高さにおける前輪３の外周縁の振れ幅よりも
小さい。このため、前スイングアーム４２は前輪３の振
れ幅が小さい位置で、前輪３に当らないように迂回させ
ればよい。FIG. 3B is a plan view showing the relationship between the front swing arm 42 and the front wheel 3 employed in the embodiment of the present invention.
1 so that the front wheel 3 is steered by the steering angle θ.
When only the steering is performed, the inclination distance from the vehicle body center C to the outer edge of the front wheel 3 is S1, and the inclination distance S2
Less than. For this reason, the front swing arm 42 may be detoured by a small inclination distance S1 so as not to hit the front wheel 3, and the protrusion amount in the vehicle width direction may be small. Since the protrusion amount of the front swing arm 42 is small, the motorcycle becomes small. That is, the front swing arm 42 having a substantially inverted U-shape in a side view and the outer peripheral edge of the front wheel 3 overlap at a position higher than the center O of the front wheel (position of the point P1). The swing width of the steered front wheel 3 at this overlapping position is smaller than the swing width of the outer peripheral edge of the front wheel 3 at the height of the front wheel center O. Therefore, the front swing arm 42 may be detoured at a position where the swing width of the front wheel 3 is small so as not to hit the front wheel 3.

【００３３】次に、フロントサスペンション系４の作用
を図４及び図７に基づき説明する。図４のフロントダン
パー４５は、前スイングアーム４２のスイング方向の振
動の振幅を軽減する。一方、図７において、前スイング
アーム４２の上スイング方向の衝撃力は、前スイングア
ーム４２の背面から樹脂スプリング４４へ伝達され、前
スイングアーム４２の下スイング方向の衝撃力は、挟持
板４９から樹脂スプリング４４へ伝達される。このと
き、樹脂スプリング４４は弾性変形してばね作用をな
し、衝撃力を緩和する。このように、フロントサスペン
ション系４は、樹脂スプリング４４によって衝撃力を緩
和し、フロントダンパー４５によって振動の振幅を軽減
することになる。Next, the operation of the front suspension system 4 will be described with reference to FIGS. The front damper 45 in FIG. 4 reduces the amplitude of the vibration of the front swing arm 42 in the swing direction. On the other hand, in FIG. 7, the impact force in the upper swing direction of the front swing arm 42 is transmitted from the back surface of the front swing arm 42 to the resin spring 44, and the impact force in the lower swing direction of the front swing arm 42 is transmitted from the holding plate 49. The power is transmitted to the resin spring 44. At this time, the resin spring 44 is elastically deformed to form a spring action, thereby reducing the impact force. As described above, the front suspension system 4 reduces the impact force by the resin spring 44 and reduces the amplitude of the vibration by the front damper 45.

【００３４】このように、樹脂スプリング４４は弾性変
形するだけの小ストロークでばね作用をなすものであ
り、小荷重から大荷重までの広範囲の荷重に対応するこ
とができる。しかも、樹脂スプリング４４は、コイルば
ねと比較して極めて小型である。従って、コイルばねと
ダンパーとを一体的に組込んだ従来のサスペンションと
比較し、広範囲の荷重に対して小ストロークであり、し
かも、小型のサスペンションであり、狭いスペースに容
易に配置することができる。As described above, the resin spring 44 performs a spring action with a small stroke that is only elastically deformed, and can cope with a wide range of loads from a small load to a large load. Moreover, the resin spring 44 is extremely small as compared with the coil spring. Therefore, as compared with the conventional suspension in which the coil spring and the damper are integrally incorporated, the suspension has a small stroke with respect to a wide range of loads, is small, and can be easily arranged in a small space. .

【００３５】なお、上記本発明の実施の形態において、
パワーユニット６は、モータ６ｂのみを駆動源としたも
のであってもよい。In the above embodiment of the present invention,
The power unit 6 may use only the motor 6b as a drive source.

【００３６】[0036]

【発明の効果】本発明は上記構成により次の効果を発揮
する。請求項１は、左右一対のフレーム間の下部にモー
タを駆動する制御ユニットを左右一対のフレーム間に渡
って固着するとともに、制御ユニットの上部にモータに
電力を供給するバッテリを搭載したので、制御ユニット
は、左右一対のフレームの底板を兼ねるとともに、バッ
テリを載せることができる。従って、バッテリを搭載す
る別なフレーム又は部材が必要なくなり、車体の軽量
化、部品点数の削減となる。また、制御ユニットは、メ
インフレームの底を塞ぐことで、メインフレームの剛性
を高めている。さらに制御ユニットは、メインフレーム
の下方に剥き出しになり、走行風で効果的に冷却される
ため、発熱を放散する。According to the present invention, the following effects are exhibited by the above configuration. According to the first aspect of the present invention, the control unit for driving the motor is fixed to the lower part between the pair of left and right frames over the pair of right and left frames, and the battery for supplying power to the motor is mounted on the upper part of the control unit. The unit doubles as a bottom plate of a pair of left and right frames, and can carry a battery. Therefore, another frame or member on which the battery is mounted is not required, and the weight of the vehicle body is reduced and the number of parts is reduced. The control unit increases the rigidity of the main frame by closing the bottom of the main frame. Further, the control unit is exposed below the main frame and is effectively cooled by the traveling wind, thereby dissipating heat.

【図面の簡単な説明】[Brief description of the drawings]

【図１】本発明に係る自動二輪車の側面図FIG. 1 is a side view of a motorcycle according to the present invention.

【図２】本発明に係るメインフレーム廻りの側面図FIG. 2 is a side view around a main frame according to the present invention.

【図３】本発明に係るメインフレーム、フロント・リヤ
サスペンション系及びステアリング系の平面図FIG. 3 is a plan view of a main frame, a front / rear suspension system, and a steering system according to the present invention.

【図４】本発明に係るメインフレーム、フロントサスペ
ンション系及びステアリング系の側面図FIG. 4 is a side view of a main frame, a front suspension system, and a steering system according to the present invention.

【図５】本発明に係るメインフレーム、フロントサスペ
ンション系及びステアリング系の平面図FIG. 5 is a plan view of a main frame, a front suspension system, and a steering system according to the present invention.

【図６】本発明に係るメインフレーム及びヘッドパイプ
ポストの分解側面図FIG. 6 is an exploded side view of the main frame and the head pipe post according to the present invention.

【図７】本発明に係る樹脂スプリングの取付構造図FIG. 7 is a mounting structure diagram of a resin spring according to the present invention.

【図８】本発明に係るメインフレーム及びヘッドパイプ
ポストの正面図FIG. 8 is a front view of a main frame and a head pipe post according to the present invention.

【図９】本発明に係るメインフレーム、フロントサスペ
ンション系及びステアリング系の分解斜視図FIG. 9 is an exploded perspective view of a main frame, a front suspension system, and a steering system according to the present invention.

【図１０】本発明に係るバッテリ収納状態のメインフレ
ームの平面図FIG. 10 is a plan view of a mainframe in a battery storage state according to the present invention.

【図１１】本発明に係るバッテリ収納状態のメインフレ
ームの側面断面図FIG. 11 is a side sectional view of the main frame in a battery storage state according to the present invention.

【図１２】図１１の１２−１２線断面図FIG. 12 is a sectional view taken along line 12-12 of FIG. 11;

【図１３】前スイングアームと前輪との関係を示す説明
図FIG. 13 is an explanatory diagram showing a relationship between a front swing arm and front wheels.

【符号の説明】[Explanation of symbols]

１…自動二輪車、２…メインフレーム、２ｃ…サイドメ
ンバ、２ｄ…前部クロスメンバ、２ｅ…後部クロスメン
バ、６１…収納ケース、Ｂａ…バッテリ。DESCRIPTION OF SYMBOLS 1 ... Motorcycle, 2 ... Main frame, 2c ... Side member, 2d ... Front cross member, 2e ... Rear cross member, 61 ... Storage case, Ba ... Battery.

Claims (1)

【特許請求の範囲】[Claims] 【請求項１】 モータを駆動源とするパワーユニットを
車体フレームに連結し、また、ヘッドパイプより下方に
延在しその後に地面と略平行に左右一対のフレームを備
える車体フレームであって、前記左右一対のフレーム間
の下部にモータを駆動する制御ユニットを左右一対のフ
レーム間に渡って固着するとともに、前記制御ユニット
の上部に前記モータに電力を供給するバッテリを搭載し
たことを特徴とする自動二輪車のバッテリ収納構造。1. A vehicle body frame comprising: a power unit having a motor as a drive source connected to a vehicle body frame; and a pair of right and left frames extending below a head pipe and substantially parallel to the ground thereafter. A motorcycle characterized in that a control unit for driving a motor is fixed between a pair of left and right frames at a lower portion between a pair of frames, and a battery for supplying power to the motor is mounted on an upper portion of the control unit. Battery storage structure.
JP26802297A 1997-09-13 1997-09-13 Battery storage structure for motorcycles Expired - Fee Related JP3789613B2 (en)

Priority Applications (5)

Application Number Priority Date Filing Date Title
JP26802297A JP3789613B2 (en) 1997-09-13 1997-09-13 Battery storage structure for motorcycles
CN98118893A CN1091046C (en) 1997-09-13 1998-09-07 Battery container structure for motor bicycle
US09/149,569 US6176338B1 (en) 1997-09-13 1998-09-09 Battery receptacle structure in a two-wheeled motor vehicle
IT1998TO000764A IT1304977B1 (en) 1997-09-13 1998-09-10 BATTERY RECEPTION STRUCTURE IN A TWO-WHEEL MOTOR VEHICLE.
FR9811341A FR2768559B1 (en) 1997-09-13 1998-09-11 BATTERY HOUSING STRUCTURE IN A TWO-WHEEL MOTOR VEHICLE

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP26802297A JP3789613B2 (en) 1997-09-13 1997-09-13 Battery storage structure for motorcycles

Publications (2)

Publication Number Publication Date
JPH1179030A true JPH1179030A (en) 1999-03-23
JP3789613B2 JP3789613B2 (en) 2006-06-28

Family

ID=17452814

Family Applications (1)

Application Number Title Priority Date Filing Date
JP26802297A Expired - Fee Related JP3789613B2 (en) 1997-09-13 1997-09-13 Battery storage structure for motorcycles

Country Status (5)

Country Link
US (1) US6176338B1 (en)
JP (1) JP3789613B2 (en)
CN (1) CN1091046C (en)
FR (1) FR2768559B1 (en)
IT (1) IT1304977B1 (en)

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Also Published As

Publication number Publication date
FR2768559A1 (en) 1999-03-19
US6176338B1 (en) 2001-01-23
ITTO980764A0 (en) 1998-09-10
IT1304977B1 (en) 2001-04-05
FR2768559B1 (en) 2002-02-01
JP3789613B2 (en) 2006-06-28
CN1211517A (en) 1999-03-24
CN1091046C (en) 2002-09-18
ITTO980764A1 (en) 2000-03-10

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